Comprehensive Transit-Oriented Development Planning | Final Report Table of Contents
EXECUTIVE SUMMARY AUGUST 2018 ii | Cover COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT TABLE OF CONTENTS
1. PROJECT OVERVIEW 1 6. TOD DESIRABILITY AND READINESS ASSESSMENT 13 1.2. TOD Overview 2 6.1. Defining Desirability and Readiness for TOD at a Station Area 13 2. COMMUNITY & STAKEHOLDER ENGAGEMENT 3 7. PRIORITY INFRASTRUCTURE POLICY AND STRATEGIES 15 2.1. Overview 3 2.2. Workshop Series #1: March 2017 Stakeholder Workshops 3 7.1. Priority Infrastructure Investment Strategies 15 2.3. Workshop Series #2: June 2017 Focus Groups and Public 4 2.4. Workshop Series #3: October 2017 Public Workshops 4 8. FUNDING AND FINANCING MECHANISMS 20 3. CORRIDOR BASELINE ANALYSIS 5 8.1. Introduction 20
3.1. Study Corridor Overview 5 9. STATION AREA PLANS 21 4. MARKET ANALYSIS KEY FINDINGS & 9.1. Introduction 21 BENEFITS 7 9.2. Station Area Plans 21 9.3. DL&W 21 4.1. Introduction 7 9.4. Summer-Best 24 9.5. Utica 26 5. STATION AREA TOD TYPOLOGIES 11 9.6. LaSalle 28 9.7. Boulevard Mall 30 9.8. Audubon 33
Cover | iii FIGURES
Figure 1. Study Corridor 5 Figure 8. LaSalle Station Area Illustrative Plan 30 Figure 2. DL&W Illustrative Plan 24 Figure 9. LaSalle Station Area Massing Concept 31 Figure 3. DL&W Station Area Massing Concept 25 Figure 10. Illustrative Plan 32 Figure 4. Summer-Best Station Area Illustrative Plan 26 Figure 11. Boulevard Mall Station Area Massing Concept 33 Figure 5. Summer-Best Station Area Massing Concept 27 Figure 12. Audubon Station Area Illustrative Plan 34 Figure 6. Utica Station Illustrative Plan 28 Figure 13. Audubon Station Area Massing Concept 35 Figure 7. Utica Station Area Massing Concept 29
iv | Cover COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT TABLES
Table 1. Priority Infrastructure Policy and Strategies 16
Cover | v vi | Cover COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 1. PROJECT OVERVIEW
The Niagara Frontier Transportation Authority (NFTA) Board recently authorized moving forward with the extension of Metro Rail to enhance 1.1. PROJECT GOALS mobility and connectivity between key activity centers in Buffalo and The following goals set the stage for what the Comprehensive Transit- those located in the Northtowns. The authorization, based on technical Oriented Development Planning project should accomplish: results of an alternatives study and feedback from project committees and the public, proposes to extend Metro Rail from the existing terminus • Identify, measure, communicate, and enhance the economic and at University Station, extending under Bailey Avenue to a portal on Eggert community development potential and impact of Transit-Oriented Road where it would run at-grade on Niagara Falls Boulevard to Maple Development. Road to Sweet Home, onto UB North Campus to Audubon Parkway where • it would terminate near the I-990. Comprehensively plan for the transit-land use connection to ensure the proposed Amherst-Buffalo Corridor transit investment meets The Comprehensive Transit-Oriented Development Planning study the purpose and need of the Alternatives Analysis and the goals of demonstrates that the proposed transit investment will not only have the the Pilot Program for Transit-Oriented Development Planning grant ability to enhance mobility options for the community but also serve to received by NFTA. support broader social and economic goals by promoting Transit-Oriented • Delineate a comprehensive and innovative set of strategies; policy, Development (TOD). The study shows that the Metro Rail expansion not regulatory, and financial tools; and priority infrastructure projects that only enhances regional mobility, but is part of a larger regional investment strategy to leverage economic and community development opportunities reflect actual market demand and will significantly enhance TOD associated with transit investment. opportunities. • Increase public understanding and awareness of the benefits of TOD and actively engage citizen champions, leaders, developers, and other private sector stakeholders in the planning process. • Generate support for multi-modal, accessible, mixed-use development that supports transit investments and enables more sustainable forms of redevelopment within existing centers and nodes along proposed Amherst-Buffalo Corridor. • Assemble a Regional Transit-Oriented Development Committee capable of implementing recommendations of this planning effort beyond the completion of the study.
Executive Summary | 1 1.2. TOD OVERVIEW 1.2.1. TOD PRINCIPLES Planning and implementing successful TOD involves decisions that directly Transit-Oriented Development, or TOD, aligns investment in transit with influence land use, public realm, multi-modal transportation, urban form, a region’s vision for growth and economic development. TOD promotes and overall performance as a place. There are seven basic principles the development of vibrant, walkable, mixed-use communities in and that define the essential characteristics of a successful TOD. While these around transit corridors and transit stations. The concept leverages principles should be applied to create transit-supportive environments public investment in transit to drive private investment in order to enrich around station areas, TOD must be customized to be compatible with a neighborhoods and drive regional smart and sustainable growth. An neighborhood’s character, the market strength for development, and the emphasis of TOD empowers communities to become dynamic places community’s aspirations for TOD. The principles for making a successful where people live, work, and play. The typical walkshed area around a TOD include: transit station is 1/4 mile and represents the distance most people are comfortable walking. • Medium to Higher Density Development TOD in the Buffalo-Niagara Region aligns the investment in Metro Rail and • Mix of Land Uses the Metro Rail extension to the Northtowns with the vision of numerous • Compact, High Quality Pedestrian Environment policies and plans, most notably One Region Forward, to promote smart, • Active & Vibrant Center sustainable growth, regional economic development strategy, and ready • the region to compete with other regions for population, employment, Multi-Modal Connectivity and tourism growth. • Limited, Managed Parking
2 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 2. COMMUNITY & STAKEHOLDER ENGAGEMENT
2.1. OVERVIEW 2.2. WORKSHOP SERIES #1: MARCH 2017
A series of stakeholder and community workshops were held in 2017 STAKEHOLDER WORKSHOPS for various stages of the project (March, June and October) about Smart Growth Transit-Oriented Development along the Metro Rail line in the City OVERVIEW of Buffalo and the proposed Metro Rail extension to the Northtowns. The The first round of community workshops were held in March of 2017. Four multi-day workshops included presentations by the project team, followed workshop sessions were held throughout the day and evening of March 29, by interactive discussions among stakeholders. In addition to these 2017 at One Seneca Tower in Buffalo. The workshop was divided into four workshops, the project team attended meetings and shared information sessions, each tailored to a variety of interests and expertise. The schedule about the project with nine community organizations. Stakeholder input of events is noted below. was used to help develop strategies for Transit-Oriented Development along the project corridor. A final open house was held on August 29, 2018 • Development & Real Estate Session to present the Comprehensive TOD Planning vision that community and • State & Local Government Session stakeholder members helped develop. • Academic, Business, Housing & Transportation Session This chapter includes a summary of the stakeholder workshops and • Community Groups & Public Session information on other engagement efforts undertaken as part of the project.
Executive Summary | 3 2.3. WORKSHOP SERIES #2: JUNE 2017 FOCUS GROUPS AND PUBLIC WORKSHOP
OVERVIEW
A second round of community workshops were held in June of 2017. Four workshop sessions were held throughout two days and one evening on June 28 and June 29 at the University of Buffalo’s Hayes Hall. The workshops were divided into four sessions, each tailored to a variety of interests and expertise, simialr to the first round of workshops. The schedule of events is 24 STATIONS IN 6 STATIONS noted below. THE CORRIDOR SELECTED FOR TOD PLAN • Development & Real Estate Session • State & Local Government Session • Academic, Business, Housing & Transportation Session • Public Workshop
2.4. WORKSHOP SERIES #3: OCTOBER 2017 PUBLIC WORKSHOPS MIXED-USE CENTER • Northtown Plaza • Boulevard Mall • Maple Ridge UNIVERSITY CAMPUS OVERVIEW • Sweet Home • University • Audubon • UB North Campus A third round of Transit-Oriented Development workshops were held • Dodge Road A on Tuesday, October 3 and Wednesday, October 4, 2017 at University at • UB North Campus B Buffalo’s Educational Opportunity Center and Weinberg Campus. • SUBURBAN Ellicott Complex NEIGHBORHOOD
• Eggertsville URBAN NEIGHBORHOOD
URBAN CAMPUS • Utica • Amherst Street • Allen/ Medical • LaSalle Campus • Summer - Best • Delavan/ Cansisius College URBAN CORE • Humboldt/ Hospital • Seneca • Church • Lafayette Square SPORTS & • Fountain Plaza ENTERTAINMENT • DL&W Terminal • Erie Canal Harbor
4 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 3. CORRIDOR Figure 1. Study Corridor BASELINE ANALYSIS
3.1. STUDY CORRIDOR OVERVIEW
The Study Corridor is centered on the Metro Rail Corridor, which includes both the existing Metro Rail line, running from the future DL&W Terminal Station at the southern end, to University Station, as well as the Metro Rail extension, running from University Station through the University at Buffalo North Campus to the area near I-990 and Dodge Road. The entire alignment is shown in Figure 10, with the existing Metro Rail line and stations in blue and the proposed Metro Rail extension and stations in red.
The proposed Metro Rail extension to the Northtowns generally follows an alignment from the existing University Station, extending underground along Bailey Avenue to a portal near Eggert Road, where it would surface and run at-grade on Eggert Road to Niagara Falls Boulevard to Maple Road to Sweet Home Road, through the University at Buffalo North Campus, to Audubon Parkway where it would terminate near the I-990.
For the purposes of this study, it is assumed that a new permanent station will be located at DL&W Terminal and that the Special Events Station will be eliminated, meaning Metro Rail service would operate from DL&W Terminal to an area on Audubon Parkway near I-990, approximately 13 miles of light rail line.
Also, to simplify the assessment and portraying of the study corridor conditions, the study corridor was partitioned into four somewhat geographically equal segments: Segment 1 – Downtown (extending from DL&W Terminal to just north of Allen - Medical Campus Station); Segment 2 – Main Street (extending from just south of Summer - Best Station to University Station); Segment 3 – Niagara Falls Boulevard/ Eggertsville (extending from University Station to just north of the proposed Maple Ridge Station); and Segment 4 – UB North Campus/ Audubon (extending from just north of the proposed Maple Ridge Station to the proposed terminus at Audubon and I-990). The following pages summarize general conditions of the four segments.
Executive Summary | 5 RECENT GROWTH PROJECTED GROWTH (2015-2040) & EMPLOYMENT MAJOR EMPLOYERS MULTI-FAMILY UNITS POPULATION HOUSEHOLD EMPLOYMENT (2014-2017)
4,700 0% 0% 270 7% SEGMENT 4: UB NORTH UB NORTH CAMPUS/ CAMPUS +1,500 AUDUBON
0000 13% BOULEVARD MALL 0% 1% 130 SEGMENT 3: 0000 NIAGARA FALLS BLVD/ -100 +2,500 EGGERTSVILLE
UBSC CAMPUS 1,500
SISTERS OF 650 CHARITY HOSPITAL 2% 2% 5% ERIE CO. 1,300 MEDICAL 2,900 CENTER +800 +500 +1,700 CANISIUS SEGMENT 2: 600 MAIN STREET COLLEGE
BUFFALO NIAGARA 12,000 MEDICAL CAMPUS 64% 67% 14% 1,500 67,156 CBD SEGMENT 1: +4,500 +2,800 +6,000 DOWNTOWN
Figure 2. Demographic Cooridor Analysis
6 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 4. MARKET ANALYSIS KEY FINDINGS & BENEFITS
4.1. INTRODUCTION
NFTA needed an economic and fiscal impact analysis and narrative on the breadth of likely impact of the design and construction of the recommended Metro Rail extension alignment on the region in order to get acceptance from the NFTA Board for the Locally Preferred Alternative (LPA) to move forward. This section quantifies the anticipated economic and fiscal benefits associated with of extending the existing Metro Rail line to the Northtowns.
This section is provided in two parts- the first part focuses on the high-level economic and fiscal impacts of the Metro Rail extension; the second part focuses on the market readiness for Transit-Oriented Development along the corridor.
Executive Summary | 7 4.1.1. ECONOMIC AND FISCAL BENEFITS Corridor, 32 percent more than in a scenario without the Metro Rail extension project. FINDINGS • This analysis focuses on the transit-oriented growth patterns of the Metro The retail development linked to the construction of the Metro Rail Rail extension’s corridor, the economic and fiscal benefits created by the extension would lead to approximately $8.7 million in sales tax construction of the Metro Rail extension and associated Transit-Oriented revenues for the State of New York and $10.3 million in sales tax Development, and benefits in terms of job accessibility for households in revenues for Erie County. the region. The main findings are: • Employed residents both living and working within the Metro Rail • The Metro Rail Corridor is projected to grow faster than the region. Corridor could benefit from a significant reduction in transportation costs. Currently, almost 5,000 employed residents living in the existing • Employment in the Metro Rail Corridor represents about a fifth of all Metro Rail Corridor also work in the corridor. Considering the Metro regional jobs, and almost a fourth of all office and health, education, Rail extension, and not assuming any new residents in the corridor, this and government jobs in the region. number would increase by 3,656. Moreover, based on projected future growth, and conservatively assuming current patterns of location of • Employment growth is projected to be stronger, on average, in the workers, an additional 1,339 workers could both live and work in the Metro Rail Corridor than in the total region, particularly for office jobs. corridor by 2040, reaching a total of 9,942. This figure is likely to be • The land supply of available vacant, underutilized, and/or higher as residential and commercial development intensifies within redevelopment parcels in the Metro Rail Corridor is more than half a mile of Metro Rail stations. sufficient to accommodate the projected household and employment growth expected to occur in the corridor through 2040. 4.1.2. TRANSIT-ORIENTED DEVELOPMENT • Future development resulting from the extension of Metro Rail is MARKET READINESS FINDINGS expected to add approximately 8.4 million square feet of commercial • The corridor’s basic market activity – as measured by the total number (office and retail) and residential space throughout the Metro Rail of sale transactions - grew significantly in the past two decades. Corridor, worth a total assessed valuation of approximately $1.7 billion. • Between 1997 and 2016, market activity in Segments 1, 2, and 3 Existing properties where the current buildings and uses are expected multiplied at comparably high speeds. to remain should see their cumulative assessed value increase by • upwards of $310 million as a result of their proximity to the Metro Rail Transaction activity in the corridor has been moderately responsive extension. to broader economic trends, and has slowed down during major recessions. • In the scenario where the Metro Rail extension is built, the City of • Despite various fluctuations, between 1997 and 2016 the corridor Buffalo and the Town of Amherst would collect approximately $61.5 showed a 75% increase in the sales value of all real estate product million in property tax revenues from properties in the Metro Rail types.
8 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
4.1.3. MEASURING THE BENEFITS OF TRANSIT Because most of the economic benefits coming from a transit investment are driven by future development and property and sales tax, it is The anticipated economic and fiscal benefits pertaining to the Metro Rail essential to understand the relationship between future population and extension are focused on the following three elements: employment growth and how this growth translates into demand for housing units and commercial space. For purposes of this analysis, the TRANSIT-ORIENTED GROWTH GBNRTC 2040 population, household, and employment projections were used as the basis for estimating future development activity. However, The Greater Buffalo-Niagara Regional Transportation Council (GBNRTC) because this analysis is a one year snapshot of potential future change, not provided 2040 projections for Households and Jobs in the region and for a cumulative estimate of all potential impacts from the transit investment, the Metro Rail Corridor, including both the existing Metro Rail line and the the 2040 projections are used in this report as a “Transit-Oriented growth extension. These figures were produced as part of the process to translate scenario.” This approach creates a relatively simple way to measure the the One Region Forward initiative into the region’s mandated Long Range potential change in conditions along the Metro Rail Corridor by comparing Transportation Plan. Every major region in the United States is required by the existing conditions to a single future year. Federal law to complete such a plan, which typically gets updated every five years and has at least a 20-year time horizon. A key part of this planning Fiscal Benefits: The biggest monetary benefits from the Metro Rail process is to generate socio-economic projections that then become the extension will be realized in increased assessed valuations and revenues basis for modeling future transportation demand. This demand will, in turn, to the City of Buffalo, the Towns of Amherst and Tonawanda, Erie County, drive future transportation investment decisions. In the Buffalo-Niagara and New York State. These benefits are directly reflected in increased region, GBNRTC is responsible for preparing these mandated projections. property and sales tax valuations from new development, as well as in In fact, GBNRTC is in the process of updating its population, household, increased assessed valuations from new development and an increase in and employment growth for the region through 2040. value of existing property located near transit that will not change use. There is consistent evidence from all over the U.S. that light rail transit has Total projections were then allocated to subarea geographies to form the a positive impact on property values, and increases the likelihood of future basis for the transportation demand modeling. The GBNRTC preliminary development. projections, including growth allocations to specific subareas, assumes that there will be a transit project in the general vicinity of the proposed Metro Accessibility: Based on research showing that transit has higher economic Rail Corridor. Thus, these projections reflect a “Transit-Oriented” growth benefits when it connects major employment centers, this analysis also pattern for the region. Such a growth pattern would accomplish two measures how many people would have an increased accessibility to jobs objectives. First, focusing more future growth in the region’s core is more based on their ability to both live and work near Metro Rail. One of the fiscally and environmentally sustainable, as was demonstrated through significant strengths of the Metro Rail extension project is that it connects the One Region Forward process. And, secondly, this allows the Buffalo many of the region’s most significant employment, institutional, shopping, region to be more competitive with other regions for economic expansion. and entertainment concentrations including: Downtown Buffalo, the While in past decades most parts of the U.S. have focused growth in Buffalo Niagara Medical Campus, all of the UB campuses, attractions in expanding suburban locations, economic and demographic trends are and around Canalside (including KeyBank Center and HARBORCenter), now reshaping demand for employment and housing options that would colleges (i.e., Canisius College, Medaille College, and Erie Community allow some segment of the region’s businesses and their workers to use College City Campus), the Theatre District, important retail locations such transit as an alternative to driving to work. Work trips are an essential as the Boulevard Mall and Northtown Plaza, and suburban office locations part of future transportation demand modeling, so including this transit such as the Audubon Office Park, as well as the planned Muir Woods expansion in the GBNRTC model was done to reflect the impact of future mixed-use project. transportation investments and ensure that the region is maintaining its fiscal viability and economic competitiveness.
Executive Summary | 9 10 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 5. STATION AREA TOD TYPOLOGIES
TOD should not be viewed as a one-size-fits-all approach. Because station • Urban Campus areas vary significantly in function, character, physical form, and market oo Allen/ Medical Campus potential, and are driven by a number of factors that vary throughout a oo Summer – Best corridor, planning goals and future development objectives for station oo Delavan/Canisius College areas should be flexible to accommodate the differences in situations at • Urban Neighborhood various station areas. oo Utica Station typologies are a way to think about the function, character, oo Humboldt/Hospital physical form, and market potential of station areas in the larger context oo Amherst Street of the Metro Rail study corridor, and provides a way to group station areas oo LaSalle that share similar attributes. Station typologies are developed based on • Suburban Neighborhood the current character of the neighborhood, a reasonable expectation of oo Eggertsville what character the station area will take on and how the station area will function, how the physical form will be shaped, and what the market • Mixed-use Center potential is for TOD. Seven station typologies are identified in the Metro oo Northtown Plaza Rail study corridor, shown below with the stations that fit within each oo Boulevard Mall typology. The corridor map to the right portrays the station typologies oo Maple Ridge along the Metro Rail Corridor and an explanation of each of the station oo Sweet Home typologies is provided on the following pages. oo Audubon oo Dodge Road • University Campus oo University oo • Sports & Entertainment District UB North Campus A oo oo DL&W Terminal UB North Campus B oo oo Erie Canal Harbor UB North Campus C oo Ellicott Complex • Urban Core oo Seneca oo Church oo Lafayette Square oo Fountain Plaza
Executive Summary | 11 TOD DESIRE & READINESS RATING SUMMARY HIGH DESIRE
7 ALLEN/MEDICAL 2 ERIE CANAL HARBOR
SUMMER - BEST DL&W 1 8 13 LASALLE HIGH READINESS 20 + UBNC A&B 21 12 17 6 LAFAYETTE SQUARE 5 BOULEVARD MALL UNIVERSITY 14
NORTHTOWN PLAZA 16 19 SWEET HOME DODGE 24 CHURCH 4 LOW READINESS LOW UTICA 9 3 SENECA 18 MAPLE RIDGE
DELAVAN/ CANISUS 11 HUMBOLDT/ HOSPITAL 10 22 ELLICOTT 23 AUDUBON
15 EGGERTSVILLE
LOW DESIRE
12 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 6. TOD DESIRABILITY AND READINESS ASSESSMENT
INTRODUCTION 6.1. DEFINING DESIRABILITY AND READINESS FOR TOD AT A STATION AREA To take a closer look at the existing and proposed Metro Rail stations and their surrounding areas, the following station area assessment was At each station area, the local government leadership, real estate and undertaken. The station area assessment considers findings from existing development interests, businesses, and community need to express plans and studies, review of existing conditions, input from stakeholders their level desire for TOD in order to set the context for each station and the community, as well as professional input from the consulting area strategy. Building upon a community’s desire for TOD is the market team. The station area assessment is laid out from south to north— strength for development to occur at a station area. A community may beginning with DL&W Terminal station and ending at the proposed be very interested in having TOD occur, but if the market doesn’t support Dodge Road station—and includes photos of the station area, station area TOD at a station area, successful TOD will be slow to follow. High desire descriptions, strengths and opportunities and weaknesses and challenges, (which, in turn, suggests a community’s degree of readiness) is illustrated maps of the station areas’ existing conditions and generalized strengths by a community that strongly supports TOD in the station area and sees and weaknesses, and a TOD Desirability & Readiness Assessment for each the station as a centerpiece to development. This is supported by a strong station area, as described below. market for TOD at the station area due to existing or perceived market conditions. The TOD Desirability & Readiness Assessment is a qualitative exercise used to gauge the level of preparedness for TOD and, if development is desirable, Not every station is suitable for TOD. Communities define their desire based to identify what might be needed to stimulate investment. This process is upon surrounding land uses, surrounding densities, and neighborhood generally accepted by the Center for Transit-Oriented Development and character. However, a lower desire reflects only current opinion and does has been used in other regional TOD plans. not necessarily mean that there are no opportunities for future TOD and other improvements. In station areas where desire is lower, there may still be a need to consider what public realm improvements can optimize the relationship between the station and the surrounding community that would result in greater accessibility to and use of the station, accompanied by reduced automobile usage.
Building upon the desire for TOD, each station area is also evaluated for its level of readiness to implement TOD. Readiness translates a community’s desire into an understanding of the level of preparedness that the community has to achieve the TOD within the context that they envision.
Executive Summary | 13 14 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 7. PRIORITY INFRASTRUCTURE POLICY AND STRATEGIES
7.1. PRIORITY INFRASTRUCTURE TRANSIT-ORIENTED DEVELOPMENT FOCUS STRATEGIES The opportunity for TOD may vary in different areas of the region, and INVESTMENT STRATEGIES for different station typologies. But certain universal strategies can be This Priority Infrastructure Investment section focuses on those key considered and evaluated for each station area in order to implement infrastructure investments and strategies that need to be coordinated and accelerate TODs. The following six strategies are defined based on and implemented by both public and private entities to facilitate and fundamentals of successful TOD: accelerate TOD. In many instances, initial investments in infrastructure by • public entities is a key mechanism for accelerating TOD, and can often Complete Streets/ Multi-Modal Connectivity serve as the tool that unifies a TOD and maximizes its potential. • Engaging Civic Spaces/ Placemaking • Progressive Parking Design and Policy • Mixed-Use Development • Transit-Oriented Density Distribution • Repurposing and Infill Development
Executive Summary | 15 Table 1. Priority Infrastructure Policy and Strategies
Policy Entity Recommendation Description Application/ Action Plan Lead Agency Priority Regional Establish a TOD A Regional TOD Committee would consist of stakeholders from Draft an Agreement or Memorandum of Unders- TBD Very Regional Com- GBNRTC, NFTA, other involved regional agencies, municipalities and tanding to establish a Regional TOD Committee High mittee municipal departments, taxing jurisdictions, and other TOD stakehol- and work with municipalities and jurisdictions to ders to guide policy and infrastructure strategies, review develop- create a regional committee. ment and policy applications for consistency with the TOD plan, develop mechanisms for financing TOD infrastructure, and facilitate TOD. Adopt a TOD/ NFTA should adopt a formal TOD/ Joint Development policy or action The TOD/ Joint Development policy should outline NFTA Very Joint Develop- plan to set the stage for how TOD/ Joint Development would occur how NFTA would staff such efforts, market land, High ment Policy at Metro Rail stations. solicit for development, select a development partner, negotiate a Joint Development lease or disposition of land, etc. More on Joint Develop- ment is provided in the financing section of this Plan. Issue RFP’s for The NFTA Real Estate Market Analysis will identify those NFTA owned Upon completion of the NFTA Real Estate Market NFTA with Very Joint Develop- sites that are marketable for Joint Development projects, which will Analysis, NFTA, in collaboration with other muni- assistance High ment begin to facilitate TOD in key station areas. cipal agencies where appropriate, should initiate from TOD RFP’s for Joint Development at key NFTA owned Regional Metro Rail station sites. The RFP’s should establish Committee guidelines for development to follow TOD criteria. and other municipal agencies when ap- propriate. Lobby for Transit Either through the Article VII budget language or stand-alone If adopted, NFTA should lobby state legislators to NFTA or High TIF Districts legislation, establish a process for the recoupment of costs for major get such benefits expanded to the Buffalo-Niaga- Buffalo capital construction through the creation of transit TIF districts for ra metropolitan area to allow for the creation of Niagara transit and related infrastructure. transit TIF districts. Partnership PILOT Increment A PIF structure allows for the diversion of money which is otherwise It would likely make sense, well in advance of ECIDA High Financing (PIF) payable to a taxing jurisdiction under a PILOT into a fund that is specific project applications to the Erie County Memorandum of usable to offset a developer’s project costs, to repay project financing, Industrial Development Agency (ECIDA) or the Understanding or to fund infrastructure, all as provided in the respective induce- Amherst Industrial Development Agency (Amherst (MOU) ment resolution. In terms of the Metro Rail Corridor, project specific IDA) to develop a Memorandum of Agreement PIFs would generally be developed as projects within the Metro Rail (MOA) to establish a framework for implementing Corridor are proposed which seek IDA financial incentives. Specific project specific PIFs along the Metro Rail Corridor infrastructure necessary for the project and/or general infrastructure once applications are received. Since such project in the area of the project (or beyond) could be funded through PIF. specific PIFs would also require approval of all affected taxing jurisdictions, it might make sense to include the County and affected school districts in any MOA discussions. TOD Assistance Provide TOD assistance to developers, not-for-profits, municipalities, Provide a staff person within NFTA, GBNRTC, or TBD High and communities, and offer training to local Planning and Zoning from the TOD Regional Committee that can provi- Boards on TOD. de routine and on-demand TOD assistance in the form promoting funding/ financing opportunities and conducting outreach, messaging, and educa- tion on how transit can add value to real estate or a neighborhood.
16 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
Policy Entity Recommendation Description Application/ Action Plan Lead Agency Priority Expand Go Expand the Go Buffalo Niagara initiative, a transportation mana- Identify employers, institutions, and residential GBNRTC High Buffalo Niagara gement program focused on working with employers to promote communities along the Metro Rail Corridor that Transportation employee use of alternative transportation. This program can be would be interested in participating in the Go Options expanded to offer additional transit benefits to employers and em- Buffalo Niagara initiative to promote transit use. ployees along the Metro Rail Corridor. Examples could include Sisters Hospital, Canisius College, Medaille College, and Tri-Main Center. Develop a Many cities have worked with not-for-profits, Community Develop- Continue to work with National LISC, Buffalo LISC, TOD Region- Me- specialized TOD ment Financing Institutions (CDFI’s), philanthropic organizations, and/or other institutions to establish and fund a al Commit- dium Fund and the business sector to establish and capitalize TOD Funds. TOD Fund. tee with TOD Funds help investment in infrastructure to facilitate TOD, help assistance finance TOD projects, and offer incentives to employers, employees, from GBN- and residents within a TOD. This could also take the form of a TOD RTC Live/ Work Fund to encourage people who work along Metro Rail to live along Metro Rail, funded by employers as a means of equitable housing- which provides a market for developers. Partner with Numerous regions and transit agencies have partnered with local Initiate discussion with BENLIC to develop a TOD Me- Buffalo Erie Land Banks to assemble key parcels near transit stations for TOD. strategy for assembling key parcels near Metro Regional dium Niagara Land The land banked parcels would then become available for Tran- Rail stations that might facilitate TOD. Committee Improvement sit-Oriented Development. with assis- Corporation tance from (BENLIC) GBNRTC and community partners Allow on-street On-street parking helps to activate streetscapes and helps store- As walkability improvements are made and NYSDOT, Me- parking near fronts survive by having short-term parking near their front doors. construction of the Metro Rail extension begins, Erie County, dium proposed station A change to the traffic policies and patterns along major streets policies should be amended to allow on-street Town of Am- areas would be required to calm traffic, increase walkability, and provide parking on streets where TOD is proposed. herst, Town on-street parking. of Tonawa- nda, City of Buffalo City of Expand Better The Better Buffalo Fund is used to fund infrastructure improvements Seek New York State acceptance to amend City of Very Buffalo Buffalo Fund or help bridge financing gaps for redevelopment projects. The the Better Buffalo Fund language to adjust the Buffalo and High current geography of the Better Buffalo Fund is the Central Business boundaries to cover all of Main Street in the City Empire State District, including Larkinville and Buffalo Niagara Medical Campus. of Buffalo, allowing the Fund to be used as a TOD Develop- redevelopment tool along Main Street. ment
Evaluate poten- Currently, Buffalo Civic Auto Ramps manages parking ramps in the The first step would be to evaluate the feasibility City of Buf- Me- tial to develop City and the City of Buffalo Parking Department manages on-street of developing a parking management district. If falo dium parking manage- parking. The income from either goes towards the General Fund feasible, the next step would be to implement ment district and is not dedicated towards infrastructure improvements in any a parking management district and begin iden- area. Creating a parking management district would allow income tifying funds for infrastructure improvements. from parking around Metro Rail stations to go towards infrastructure investments dedicated to facilitating TOD. This allows money spent on parking in the station area to be dedicated back to improvements to the station area. Amend Green Overall, the Green Code is very TOD supportive. Depending on the This can either be a proactive revision to the City of Buffa- Me- Code to allow for desired TOD at LaSalle station, the Green Code may need to be Green Code, or reactive to a development plan for lo (or appli- dium higher densities amended to allow for slightly higher densities in the interior section the site dependent upon the density distribution cant seeking at LaSalle station of the LaSalle site (currently maximum is 3-4 stories). It is possible to of the site. amendment) increase densities slightly in the interior portions of the site without negatively impacting Main Street or the surrounding neighborhoods.
Executive Summary | 17 Policy Entity Recommendation Description Application/ Action Plan Lead Agency Priority Town of Implement pro- The Town of Amherst has been developing new zoning for its com- The Town of Amherst should finalize Imagine Town of High Amherst posed Imagine mercial districts (covering Niagara Falls Boulevard and Maple Road). Amherst zoning revisions and have the Town Amherst Amherst zoning The Imagine Amherst zoning revisions will reflect more of a form Board adopt new zoning for the commercial dis- revisions based code that encourages mixed-uses, active streetscapes, and tricts, at least for those areas along Niagara Falls increased density. These code changes would ultimately facilitate Boulevard and Maple Road. the development of Transit-Supportive and Transit-Oriented Deve- lopment. Update Compre- The current Town of Amherst Bicentennial Comprehensive Plan As the Metro Rail extension Environmental Town of High hensive Plan was amended in 2015, but does not reflect the Metro Rail extension Impact Statement and preliminary design pro- Amherst to the Northtowns. The Comprehensive Plan should be updated to gresses, the Town of Amherst should update its reflect the Metro Rail extension and prepare Amherst for transporta- Comprehensive Plan in the next couple years to tion, land use, and other community implications. This will also help reflect the project. determine where Transit-Oriented Development should occur and where park-and-ride will be acceptable. Amend Parking Revise the Town of Amherst Zoning Code (or include as part of the The Town of Amherst should revise their parking Town of High Standards new commercial zoning under Imagine Amherst) to amend the standards, possibly as part of the larger zoning Amherst parking standards to reflect a more TOD supportive standard. This revisions under Imagine Amherst, to reflect more would include reducing or eliminating parking minimums, not TOD supportive parking standards. allowing parking in front or side yards, requiring shared parking in certain areas where TOD is promoted, etc. Implement Currently, there are sanitary and storm sewer capacity issues along Implement policy to require green stormwater Town of Me- Stormwater Ma- and adjacent to the Niagara Falls Boulevard corridor causing management practices as roadway construction Amherst dium nagement Best drainage issues, especially near the intersection of Niagara Falls occurs or as redevelopment occurs along Niagara and NYS- Practices along Boulevard and Maple Road, and constraining redevelopment oppor- Falls Boulevard. DOT Niagara Falls tunities. Implementing stormwater management best practices that Boulevard include green stormwater practices as part of roadway construction or redevelopment will help alleviate stormwater issues. Along with the implementation of green stormwater practices, there will be a need to increase sanitary sewer capacity through a series of capital projects and inflow & infiltration reduction measures. Town of Update Compre- The current Town of Tonawanda Comprehensive Plan was adopted As the Metro Rail extension Environmental Town of High Tonawanda hensive Plan in 2014, but does not reflect the Metro Rail extension to the North- Impact Statement and preliminary design pro- Tonawan- towns. The Comprehensive Plan should be updated to reflect the gresses, the Town of Tonawanda should update its da Metro Rail extension and prepare Tonawanda for transportation, land Comprehensive Plan in the next couple years to use, and other community implications. This will also help determine reflect the project. where Transit-Oriented Development should occur and where park- and-ride will be acceptable. Revise Zoning Currently, the Town of Tonawanda’s Zoning Code for commercial zo- The Comprehensive Plan amendment should Town of High along Niagara ning along Niagara Falls Boulevard reflects more of a suburban strip support revision of the zoning code to revise or Tonawan- Falls Boulevard commercial code. Revision of the code would require redevelopment implement new TOD supportive zoning along da to be in accordance with Transit-Supportive and Transit-Oriented Niagara Falls Boulevard. Development principles.
18 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
Policy Entity Recommendation Description Application/ Action Plan Lead Agency Priority Amend Parking Revise the Town of Tonawanda Zoning Code (or include as part of The Town of Tonawanda Zoning Code should be Town of High Standards the new commercial zoning) to amend the parking standards to revised, possibly as part of larger zoning revisions, Tonawan- reflect a more TOD supportive standard. This would include reducing to reflect more TOD supportive parking standards. da or eliminating parking minimums, not allowing parking in front or side yards, requiring shared parking, etc. Implement Currently, there are sanitary and storm sewer capacity issues along Implement policy to require green stormwater Town of Me- Stormwater Ma- Niagara Falls Boulevard causing drainage issues, especially near management practices as roadway construction Tonawan- dium nagement Best the intersection of Niagara Falls Boulevard and Maple Road, and occurs or as redevelopment occurs along Niagara da and Practices along constraining redevelopment opportunities. Implementing stor- Falls Boulevard. NYSDOT Niagara Falls mwater management best practices that include green stormwater Boulevard practices as part of roadway construction or redevelopment will help alleviate stormwater issues. Other Allow on-street This would require a change to the traffic patterns along major As walkability improvements are made and NYSDOT, Me- parking near streets that calm traffic, increase walkability, and provide on-street construction of the Metro Rail extension begins, Erie dium proposed station parking. On-street parking helps to activate streetscapes and helps policies should be amended to allow on-street County, areas storefronts survive by having short-term parking near their front parking on streets where TOD is proposed. Town of doors. Amherst, Town of Tonawan- da, City of Buffalo
Executive Summary | 19 8. FUNDING AND FINANCING MECHANISMS
Chapter 10 in the main report, includes a table that discusses various 8.1. INTRODUCTION funding and financing mechanisms that are either currently available in the Buffalo Niagara Region or that other areas in the country have utilized The following is a “toolkit” that can be used by implementing agencies and could be considered here. The table is meant to be an exhaustive list and stakeholders for identifying potential mechanisms to fund and/or of mechanisms. The recommended funding and financing mechanisms finance infrastructure improvements. Many of these funding and financing that should be pursued for Transit-Oriented Development and Transit- mechanisms can also be considered by NFTA to fund and finance the Metro Supportive Infrastructure along the Metro Rail Corridor are discussed Rail extension and operation. This section includes a detailed discussion in further detail at the end of this chapter, but involve a mix of PILOT of value capture methods for both site-by-site as well as corridor-wide Increment Financing and joint development projects. infrastructure projects.
There are a range of funding and financing mechanisms used around the country to fund and finance transit and transit-supportive infrastructure to stimulate TOD development. Funding and financing mechanisms can be broken down into a number of categories:
• Direct fees • Debt • Tax abatements, credit and credit assistance • Equity • Grants and other philanthropic sources • Value capture
20 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT 9. STATION AREA PLANS 9.1. INTRODUCTION 9.3. DL&W
Building off the input from stakeholders and the community at TOD The DL&W station area plan centers on the new Metro Rail station that workshop #3 in October 2017 where participants were asked which will be located within a reactivated DL&W Terminal, providing enhanced station areas had the best potential for Transit-Oriented Development, transit access to the Cobblestone District. the Steering Committee selected six station areas to develop station area plans for. These station areas represent a range of TOD typologies across The focus of this station area plan is to build off the investment in DL&W multiple jurisdictions - DL&W, Summer-Best, Utica, LaSalle, Boulevard Mall, Terminal, which includes creating a new Metro Rail station on the first and Audubon. level along with reactivation of the 2nd level. The South Park Avenue and Buffalo River frontages are also activated through new public access improvements. New TOD development is focused on the blocks where surface parking currently exists to reactivate urban blocks. Key activity 9.2. STATION AREA PLANS corridors and major connections are focused on enhancing connectivity between Cobblestone and adjacent neighborhoods as well as within the The following station area plans are built around a vision for their Cobblestone District, and specifically enhancing connectivity to the DL&W future build-out along with a number of themes that line up with the Terminal Station. The key east-west spine is Perry Street, and the key north- Transit-Oriented Development focus strategies outlined in the Priority south spine is Mississippi Street. Both of these streets should comprise of Infrastructure and Policy Strategies chapter. The station area plans are active street fronting uses that generate streetscape activity and result in meant to be conceptual as to not focus on design detail, but capture a a more engaging and intriguing atmosphere. To break up the large blocks vision as to how the community and stakeholders foresee these station and create a more urban grid, Mississippi Street and Columbia Street are areas evolving as Transit-Oriented Development and transit-supportive extended through to Scott Street. communities. As these station area plans are realized, specific design details will continue to emerge, guided by these station area plans. Accompanying the station area plans is a discussion of the station area plan vision as well as an outline of key infrastructure strategies that should be undertaken to help achieve the station area plan vision.
Executive Summary | 21 I-190
SCOTT ST
MAIN ST
MICHIGAN ST PERRY ST
ILLINOIS ST
MISSISSIPPI ST
SOUTH PARK AVE
100 250 500
Figure 3. DL&W Illustrative Plan
22 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
Stair towers provide access to Civic and New greenway Extend streets to DL&W Terminal station and help to Entertainment transverses new break up large activate South Park Plaza development blocks
Reactivate DL&W Terminal and provide new Metro Rail station
New Transit-Oriented Development replaces surface parking lots
Complete Street treatment to Perry Street and Michigan Ave
Enhanced Shoreline Trail and park area overlooking Edward M. Cotter Fireboat
Mid-rise development Replace surface frames “Cobblestone” parking with streets structured parking Figure 4. DL&W Station Area Massing Concept
Executive Summary | 23 9.4. SUMMER-BEST
The Summer-Best station area plan is centered on the existing Summer-Best Station at the intersection of Main Street and Best Street.
The focus of the Summer-Best station area plan is to build off the recent investment and growth at the Buffalo Niagara Medical Campus to spur complimentary NORTHAMPTON ST development. New Transit-Oriented Development is focused on the block encompassed by Main Street, Dodge Street, Ellicott Street, and Best Street, where the Summer-Best Station building is located. Secondary Transit-Oriented Development looks to infill vacant or underutilized property along Main Street with street fronting urban development with context appropriate residential development extending back beyond Main BARKER ST Street, transitioning to adjacent neighborhoods. The key east-west spine is Summer Street/ Best Street, and the key north-south spine is Main Street. A new greenspace would be created on the vacant land at the southeast corner of Main Street and Best Street to bring an MAIN ST engaging civic space to the area, helping to bridge the Buffalo Niagara Medical Campus with Summer-Best DODGE ST Station.
SUMMER ST
BEST ST
100 250 500
Figure 5. Summer-Best Station Area Illustrative Plan
24 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
Surface parking is located New infill Townhouse, rowhouse, or New Transit-Oriented to the read of development development frames loft style residential Development built over fronting Main Street active streetscape Summer-Best station
Intersection improvements to enhance walkability
Complete Street Enhanced station lobby and civic New greenspace treaments on Main plaza at Summer-Best station Street entrance
Figure 6. Summer-Best Station Area Massing Concept
Executive Summary | 25 9.5. UTICA
The Utica station area plan is centered on the existing Utica station located on the northeast corner of Main Street and Utica Street.
The focus of this station area plan is to “fill in the corners,” which means to bring active storefront development up to the intersection to frame an urban, transit-oriented neighborhood at the intersection of GLENWOOD AVE Main Street and Utica Street. New Transit-Oriented Development is focused on overbuild of the Utica station and the properties on the west side of Main Street that have expansive surface parking lots that can be infilled. Secondary Transit-Oriented Development looks to infill vacant and underutilized property along MAIN ST Main Street with street fronting development, with context appropriate residential development extending back beyond Main Street, transitioning to adjacent UTICA ST neighborhoods. The key east-west spine is Utica Street, and the key north-south spine is Main Street. A new bus pull-off is located on Utica Street that will replace the existing bus loop. This bus pull-off will include an enhanced transfer area that will make the transfer between Metro Bus and Metro Rail more comfortable while also providing a more identifiable station for the community. LAUREL ST
RILEY ST
100 250 500
Figure 7. Utica Station Illustrative Plan
26 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
New infill “Fill in the Corners” New Transit-Oriented Surface parking at development frames to frame vibrant Development built rear of street fronting active streetscape urban village over Utica station development
New bus pull-off and enhanced transfer area
New residential Complete Street Intersection improvements New Transit-Oriented transition to adjacent treaments on Main to enhance walkability and Development replaces neighborhoods Street improve access to Utica station bus loop
Figure 8. Utica Station Area Massing Concept
Executive Summary | 27 9.6. LASALLE
The LaSalle station area plan covers the existing LaSalle station as well as the adjacent park-and-ride lot and nearby properties.
The focus of this station area plan is to pilot a Transit- Oriented Development and mobility hub at a publicly owned site – the park-and-ride lot that is partially owned by NFTA and City of Buffalo. New Transit- Oriented Development is focused on overbuild of the LaSalle station as well as on the adjacent park-and-ride lot. The LaSalle station area should build off the multi- modal opportunities presented by the North Buffalo Rails-to-Trails to create a mobility hub and strengthen the University Heights neighborhood economically by offering a type of development not currently available. Complete Street treatments would be implemented along Main Street improving walkability and better tying in the east side of Main Street to LaSalle station. A new roadway would be extended into the site, aligning with Minnesota Avenue, that would open up the parking MINNESOTA AVE lot for development opportunities. Open space would connect the site to Shoshone Park and extensions of trails and bike lanes would connect the LaSalle station
MISSISSIPPI ST area to adjacent neighborhoods. LASALLE AVE
HERTEL AVE
MAIN ST
100 250 500
Figure 9. LaSalle Station Area Illustrative Plan
28 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
Future Connection to Connectivity Minnesota Future Transit-Oriented Beard Avenue to Shoshone Avenue Development to frame Park Extension into Minnesota Avenue extension site
New Transit- Oriented Development
Active and vibrant transit plaza is framed by development
Retain greenspace Complete Street treaments New LaSalle station New iconic Transit-Oriented on Main Street and improve lobby and mobility Development built over LaSalle station walkability hub
Figure 10. LaSalle Station Area Massing Concept
Executive Summary | 29 9.7. BOULEVARD MALL
The Boulevard Mall station area is centered on a station proposed as part of the Metro Rail extension. The station would be located either along Niagara Falls Boulevard or, as is the case in the following station area plan- within the Boulevard Mall site.
The focus of this station area plan is to remake the Boulevard Mall into a transit-oriented “Live, Work, Play” neighborhood. New Transit-Oriented Development is centered on a new Metro Rail station located central to the Boulevard Mall site, surrounded by Transit-Oriented Development. Secondary Transit-Oriented Development looks to infill vacant or underutilized property along Niagara Falls Boulevard and Maple Road with street fronting transit-supportive development that allows for a transition to adjacent neighborhoods. Complete Street treatments to Niagara Falls Boulevard, Maple Road, and Alberta Drive will provide much needed walkability and multi-modal transportation improvements. A new street network and smaller block sizes within the Boulevard Mall site will break up the large site and improve connectivity.
30 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
ALBERTA DR
DELTA RD AMSTERDAM AVE
MAPLE RD
ALMEDA AVE
NIAGARA FALLS BLVD
100 250 500
TREADWELL RD
Figure 11. Illustrative Plan
Executive Summary | 31 Complete Provide parking structures to accommodate Streets New mixed-use parking for development and transit park- treatment to Transit Oriented and-ride Alberta Drive New Metro Rail Development Station
New Streets to break up large site
Entertainment Hub
New Civic Open Intersection and Space overall walkability improvements to Niagara Falls Boulevard
Redevelopment to frame streetscape and provide transition to neighborhoods
Figure 12. Boulevard Mall Station Area Massing Concept
32 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
9.8. AUDUBON
Transit serving the Audubon station area is centered on a station proposed as part of the Metro Rail extension. The station would be located along Audubon Parkway either near the intersection of Sylvan Parkway or, as is the case in the following station area plan- near the Amherst Town Complex, which includes the police/ court building, senior center, and library.
The focus of this station area plan is to create a Transit-Oriented neighborhood center within the traditional office park setting of Audubon, utilizing the civic services at the Amherst Town Complex as a generator. New Transit-Oriented Development is centered on a new Metro Rail station located along Audubon Parkway adjacent to the Amherst Town Complex. Utilizing government owned land on the east side of Audubon Parkway, development frames the entry road to the Town Complex and provides a neighborhood center with active streetscape and upper floor mixed- uses. Secondary Transit-Oriented Development looks to infill underutilized property and parking areas along Audubon Parkway with mixed-use, transit-supportive development that helps to create a more walkable and transit-supportive environment. Complete Street treatments to Audubon Parkway and Sylvan Parkway will improve walkability and multi-modal transportation opportunities. Utilizing the existing Audubon trail network and creating a new connection to the Weinberg Campus area improves connectivity and accessibility to/from the station.
Executive Summary | 33 JOHN JAMES AUDUBON PKWY
N FOREST RD
SYLVAN PKWY
100 250 500
Figure 13. Audubon Station Area Illustrative Plan
34 | Executive Summary COMPREHENSIVE TRANSIT-ORIENTED DEVELOPMENT PLANNING | FINAL REPORT
Activate Audubon Parkway road Existing streetscape of diet converts southbound Existing Police/ New civic Senior Town Complex lanes to 2-way traffic and Court plaza Center access road New infill northbound lanes as Metro development Rail track bed
Existing Library
New Transit- Oriented Development
Improved crosswalk across New Metro New trail to connect Pedestrian and bicycling Audubon Rail station Weinberg Campus to amenities along Audubon station
Figure 14. Audubon Station Area Massing Concept
Executive Summary | 35 36 | Executive Summary